Anchoring device



Feb. 19, 1924.

I A. DINKLAGE ANCHORING DEVICE Filed Dec". 31. 1921 l; v- I lllllilllll I mwsuros ATTORNEY Patented Feb. 19, rest.

stirs AUGUST DINKLAGE, OF EASE GB-ANG-E NEW JER$EY.

anonosine Dav es.

Application filed December 31, 1921. Serial No. 526,230,

To aZZ whom it may concern: 1 1

Be it known that I, AUeUsr DiNnLAen, a

citizen of the United States, residing in East Orange, in thecounty of Essex: and State of New Jersey, have invented certain new and.

" tie and locked to the rail by a wedge inserted between the yoke and flange, the end of the wedge being designed to abut against an adjacent tie and to firmly lock the flange and yoke together when a slight initial creep of the rail drives the wedge home. Another form of device which is to a certain extent typical of the manner of checking the creep of track rails coinprehends a bar welded to the rail' flange adjacent to a tie, and adapted to abut against a tie plate. Each of these devices (when in checking position) abuts against a stationary part of the road bed, and is necessarily compelled to move with the part of the rail to which the check is attached. As a result of this relative immobility of the check device with respect to the rail, the movement of the part of the rail to which the check is attached may either cause the rail to buckle or the check to become spaced from the tie and idle, although it may under certain circumstances break the check device or displace parts of the road bed.

lVhile it is theoretically possible to locate one of these checks at a portion of the rail at which the movement due to expansion and contraction is negligible and in this position the check will not interfere with the free expansion and contraction of the rail; nevertheless this location of the check is difficult if not impossible to achieve in practice primarily because a tie may not be found at a proper distance from this region of rail quiet for tnecheck to abut against. Even if it were feasible to locate a check at this region of quiehthe number of checks which could be used would be limitedone check to a rail if the rails are expanding and contracting independently and less than one check to a rail if the rails are expanding and contracting in groups. Since the 'prac-' tice on most roads requires the use of more than one check to a rail on the mainline,it follows that some of these checks will necessarily interfere with the free expansion and contraction of the rail, and this interference will'exist even if but one check reassess a rail, and the rails-are moving in groups. If the ra ls are moving independently, however, the expansion and contraction will generally be interfered with because of the practical difiiculty of locating the check at the region of negligible movement,

Onephase of the present, invention provides an arrangement which permits the rail to move freely on its expansion and contraction irrespectiveof its particular locationon the rail, and in its more limited aspects, acts to lock the rail to theroad bedf when the rolling stock passes thereover, and

normally unlocked to permit expansioir and contaction of the rail. rail creep is caused by the deflection pro duced in the rail due to the weight of the rolling stock thereon, and the pressure of the rolling stock against the wavecrea-ted by this deflection, a check construction of the character shown in the accompanying drawings which operates to lock'the rail to the road bed only when the railis occupied by the rolling stock obviates the objections of the constructions above mentioned while providing an effective check against creep.

Another phase ofthe invention comprehends an arrangement more particularly ap plicable to serve as a' rail joint. One of the principal objections to the present rail joint end of the rail at the joint is the loosening of thebolt nuts due to the .recurrent strain on the joint or spliceban' The rail joint as disclosed in the accompanying drawings affords a constructionin which the-bolts are eliminated, and which operates to effectively align and join the rails when the rolling Inasmuch as construction other than the flattening of the tion are disclosed in the drawing it is to be understood that these embodiments merely serve as illustrations of the underlying principles of the invention, so that they may be readily comprehended by those skilled in. the

art, and are not intended as limiting the invention to the specific forms disclosed therein.

In said drawings:

Fig. 1 is an end elevation of one modification of the invention;

Fig. 2 is a top plan view of the modifica tion shown in l 1 partly in section and partly fragmentary;

Fig. 3 is ancnd elevation of another modification of the invention partly fragmentary; and

.Fig. '4; is a top plan View of the modification shown inFig. 3 partly fragmentary and partly in section.

Continuing now by way of a more detailed description, and having more special reference to the modification shown in Figs. 1 and 2, an element which tends to creep (specifically a track rail) is indicated iii. its entirety by A and c m1preh ends the usual base or flange 7B web B and rail head B. The device for anchoring this rail when applied to the rail flange 13 as is contemplated. i'irthe preferred embodi ment (although the invention is not limited to the application of the anchoring device to any. particular part of the rail) comprehends a rail flange engaging member C which in the specific form illustrated in the drawings takes the form of jaws having a. cross sectional configuration of the mouth C corresponding to the cross sectional configuration of one edge of the rail base, this mouth being preferably sufficiently deep to allow for a slight lateral motion of the yoke member with respect to the rail to ensure adequate wedging of the element C on the rail. To accomplish this lateral movement at the proper time, that is to say at the time it is contemplated having the creep check in operation, the face of the clamping member preferably oppositely disposed to the mouth C is inclined to form a camface or wedge surface C preferably engaging a cormcspondingly inclined cam face D formed in any suitable member which is stationary relatively to the road bed, the weight of the rolling stock on the rail causing a downward movement of the clamping member and the cam faces causmg a lateral thrust locking the rail to the tie late. lVhile in the preferred form the cam face C co-operates with the cam face D, obviously it is not essential to utilize two co-acting cum faces, since one cam face abutting against an edge or a roller or the like would sufiice. In the event that a cam face as I) is employed, it is desirable. although not essential to provide a member E in the nature of a tie plate having an upstanding flange E one face of'which is inclined to form the cam face D. Obviously, however, the upstanding flange might be a separate part bolted to the plate or.

this stop block might of course be a separate l'iloblr bolted to the tie plate or directly spiked to the tie. While in the specific embodiment of the invention shown in the drawings a pair of oppositely disposed clamping members having inclined faces coi; with inclined faces on the tie plate n a consideration of the invention are she will indicate that this duplication is not essential to accomplish the result aimed at,

although desirable, to afford a balanced construction. V

ll hile the above described construction compreheuds cam faces or wedge surfaces lo lock the rail against creep relatively to the road both obviously the cam faces or wedge surfaces might be clin'unated' by pivvotally supporting the lower outer edge of the jaw or clamping block, thereby moving the jaws in an arcuate manner, and driving the aw in the direction of the rail on its downward movement. a

The modification of the invention shown in Figs. 3 and 4 comprehcnds a rail H having the usual flange J, web J, and head J. A bridge joint member comprehends an upstanding rail abutting; portion or fish ing plate K, and a jaw K preferably adapt ed to engage the rail flange at one edge and havinga cam face or wcoge surface 'L adapted to engage a co-acting cam lace M preferably formed in a tie plate member M. The foregoing cam elements are similar to the corresponding elements described in connection with the modification shown in Figs. 1 and and function in a like manner. While checking the creep of the rail and permitting its linear movement, the modification shown in Figs. 3 and 4 is especially adapted to serve as a joint to align abutting rails without requiring bolts; and this bolt elimination results from the fact that the action of the cam faces in addition to checking creep securely forces the rail abutting member or fishing plate against the rail at the time the rolling stock is passing over the joint. In addition to the I major cam face L, an auxiliary cam face N co-operating with an auxiliary face O may be provided to afford additional security against rotational movement of the abutting member, the last named cam faces acting to pull the lower branch or jaw of the clamping member toward the center of the rail on the application of a downwardly acting force on the latter. Preferably the aw K is dished asat' P to afford a seat for the head of spike Q,-which may pass through any suitable opening in the tie plate member M. Additional sti-engtl'i may if desired be afforded to the construction by 'websl't and R. Y

An oppositely disposed rail engaging member or jaw T is similar to thejaw K and is provided with a similar rail engaging mouth and cam face T, the latter preferably co-acting with a cam face T conveniently formed in member E.

In practice it is desirable although not essential to have the check construction; shown in Figs. 3 and t overlie two adjacent ties and the bridge members instead of be ing independent units ob 'iously might be of one piece locked to the rail by wedges.

In proportioning the device sufficient clearance should be left to allow for effective locking of the elements, the clearance preferably, however, being such that the rail supporting elements will seat on the stationary parts to afford a firm foundation for the rail.

lVhile various equivalents and equivalent modifications are mentioned in the foregoing specification, it is to be understood that these are not the only equivalents which may be used and are only inserted for the purpose of affording a clear understanding of the underlying principles of the invention. I

lVhen linear contraction and expansion is mentioned in the claims, what is primarily meant is the expansion and contraction due to temperature changes, although it is intended to include any movement of the rail other than creep.'

It is claimed:

1. In a creep check device, the combination of a track rail base, a road bed part located opposite to the rail base and an unattached wedging member which is moved downwardly when the track rail is occupied by rolling stock between the road bed part and base.

2. The combination of a track rail having a base, a road bed part and a non-rotative' non-elastic creep check element engaging said base, the element being movable relatively to the road bed part in a direction parallel to the longitudinal axis of the rail when the rail is unoccupied by rolling stock.

3. The combination of a track rail base, a tie plate having a cam face, a non-rotative non-elastic wedging block located between the base and the cam face, the wedging block engaging the base and being movable with respect to the rail base and tie plate in a direction parallel to the longitudinal axis of the rail, when the rail is unoccupied by rolling stock.

4. The combination of atrack rail base, tie plate having an upstanding portion underlying the base to limit the downward movement of the base, a cam face rising above the normal plane ofthe base, and a yedgingmember, the space, between the upstanding portion and the cam face forming the wedgmg a recess adapted to receivev member.

5. In a creep check device the combination of a track rail base, an upstanding road bed part located opposite to the plane of the rail base and a wedging memberbetween the road bed part and base and freely movable with respect to the base in the direction of expansion and contraction of the rail when the rail is unoccupied by rolling stock.

6. The combination of a trackrail base,

7 A tie plate for creep check devices having an upstanding part to limit the down ward movement of the rail and the cam face for wedging the rail and rising above the rail base.

8. The combination of a track rail base a and means to check the creep of the rail and to allow for its free expansion and contraction comprising an upstanding road bed part located opposite the plane of the base and a non-elastic member between the road bed part and base, and cooperating with both the rail base and the road bed part. v

9. The combination of a track rail having a base, a road bed part'and a non-rotative non-elastic creep check element looking with the base when the rail is occupied by rolling stock, the element being movable with respect to the road bed part in a direction parallel to the longitudinal axis of the rail when the rail is unoccupied by rolling stock and checking the creep when the rail is occupied by rolling stock.

10. The combination of a tie plate having inclined faces spaced from each other and a rail base located between the faces and nonelastic members adapted to lock the base when the weight of the rolling stock is applied to the rail and to permit free expansion and contraction of the rail.

11. The combination of atie plate comprising upstanding flanges having inclined cam faces, the faces being spaced from each other, a rail base between said faces, nonelastic members between the base and cam faces and permitting free expansion and contraction of the rail when the rail is unoccupied by rolling stock.

12. 1118 con'ibination of a tie plate comprising an upstanding flange having an in- 'c] med plane forming acain face, a ra11 base pied by rolling stock.

18. The combination of a tie plate coinprising upstanding flanges each havlng an inclined cam face. a rail base, and non-elastic members engaging the rail base on opposite sides thereof and cooperating with the 111 clined faces and permitting free expansion and contraction of the rail base when the rail is unoccupied by rolling 'stock.

1 Means to check the creep of track rails. comprising a rail base engaging nonelastic Wedging nieinberwlich is free from the track rail and which is adaptetlto aothe latters contraction company the rail on and expansion;

Signed at the city of New York, in the county of New York and State of New York, this27th clay of December, 1921, A. D.

AUGUST DINKLAGE. 14s. 

